Truck-brake.



W. S. ADAMS.

TRUCK BRAKE.

APPLICATION FILED OCT. 21. 1908.

Patented Jan. 18,1910.

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TRUGK BRAKE.

APPLIGATION FILED 0M. 21, 1908.

Patented Jan. 18,1910.

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TRUCK BRAKE. APPLICATION FILED OUT. 21, 1908.

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PATENT @FFICE.

UltTE TATE WALTER S. ADAMS, F PHILADELPHIA, PENNSYLVANIA, ASSIGNOR' TO THE J. G. BRILL COMIANY, 0F PHILADELPHIA, PENNSYLVANIA.

TRUCK-BRAKE.

Specification of Letters Patent.

Patented Jan. 18, 1910.

Application filed October 21, 1908. Serial No. 458,790.

To all whom it may concern:

Be it known that I, VVALTER S. ADAMS, a citizen of the United States, and a resident of the city and county of Philadelphia and State of Pennsylvania, have invented a new and useful Improvement in Truck-Brakes, of which the following is a specification.

The object of my invention is to provide a brake suitable for maximum traction trucks, whereby greater pressure is applied to one pair of wheels than the other. This object is accomplished by my invention, one embodiment of which is hereinafter set forth.

For a more particular description of my invention, reference is to be had to the accompanying drawings, forming a part hereof, in which:

Figure 1 is a plan view of a portion of a truck provided with my improved brake. Fig. 2 is a sectional view taken on the line 22 of Fig. 1, looking in the direction of the arrows. Fig. 3 is an elevation of a hanger support. Figs. at, 5, 6, 7 and 8 show details of the brake mechanism. Figs. 9 and 10 show a modified structure.

Throughout the various views of the drawings, similar reference characters designate similar parts.

My improved brake 1 is applied to a suitable truck 2 which is provided with the usual driving wheels 3 and trailing wheels 1 which are mounted in the conventional manner and this truck is also provided with side frames 5 united by suitable crossings 6 and 6 The crossing 6 has secured thereon a bracket 7, from which depends a hanger which supports a brake shoe holder 9 which carries a brake shoe adapted to be pressed against a trailing wheel 4. by means which will be described below. The hanger 8 is preferably made with balls at each end and the bracket 7 and brake shoe holder 9 have suitable sockets to receive said balls and this structure permits the brake shoe 10 to have a limited movement in any direction.

The crossings G and 6 carry a bracket 12 in the upper end of which is mounted a hanger 13 which carries at its lower end a brake shoe holder 14 in which the brake shoe is mounted, which brake shoe 15 is adapted carries the brake shoe holder lat in precisely the same manner so that the brake shoe 15 has a universal movement.

The brake shoe holder 1 1 has pivots 16 mount-ed in ears 1'? and between these ears 1. is mounted an eye-bolt 18 which turns on the pivot 16. The eye-bolt 18 has a nut 19 thereon which abuts against a block 20 with trunnions 21 and this block 20 also has a second nut 22 against which it abuts. The nuts 19 and have slots 23 to prevent turning when collars are placed in the perforations 9. 1 of the bolt 18. The trunnions 21 enter perforations 25 in the links 35. The brake shoe holder 9 is also provided with a pivot mounted in ears 31 and between these cars 31 is a link 32 provided with a number of perforations 33 through one of which extends a pin 34 on which a pair of parallel links 35 are mounted. These links pass on each sideof the rod or eye-bolt 18 and are connected therewith by means of the trunnions 21 as described above, and at the upper end of these links 35 is an upright lever 36 pivoted thereto by means of a pivot 37. This lever is fulcrumed at 38 by means of a pin that passes through a bracket 39 which is on each side of the lever 36 and is secured to the crossing 6.

In Figs. 9 and 10 are shown a slight modification as to certain details. The block 20 fits on a nut a0 with a shoulder a1 and screw threads 12 on which are nuts 4L3 which fix the block 20 in place.-

Upon reference to Figs. 9 and 10, it will be noted that the nut 10 hasa sleeve 410 which runs through the trunnion block 20. The two jam nuts 4-3 on the end of this sleeve serve, when forced against the turn nion block, to keep the said nut #10 from turning. The object of this is to provide an extended movement to the rod 18 so that the latter can be moved in the direction of the eye until the end of the rod comes within the sleeve and the jam nuts 43 will still per form their function, even after the end of said rod is adjusted to bring it within said sleeve.

From the foregoing the operation of my improved brake will be readily understood. hen the lever 36 is thrown, the links 35 shift correspondingly and through them pressure is exerted on the brake shoes 10 and 15, as is obvious. This pressure will be exerted in proportion to the size of the respective Wheels.

lVhile I have shown and described one embodiment of my invention, it is obvious that it is not restricted thereto, but is broad enough to cover all structures that come Within the scope of the annexed claims.

What I claim is:

1. In a brake mechanism, the combination with the brake shoe holders, means for pivotally suspending the same and parallel links, of a screw-threaded rod, a nut having threaded engagement therewith and having a sleeve portion and am nuts on said sleeve portion.

2. In a brake mechanism, a screw-threaded rod, a nut having threaded engagement therewith and having a sleeve portion and jam nuts on said sleeve portion, combined with pivotally suspended brake shoe holders, parallel links, a trunnion block supported in said links and having an opening through Which said sleeve is received.

3. In a brake mechanism, an upright lever, a fulcrum for the same, links pivoted to said lever, a trunnion block having trunnions mounted in said links, a nut having a sleeve passed through said trunnion block, a rod having screw-threaded engagement with said nut and passed loosely through the sleeve, and jam nuts on said sleeve adapted to be forced against said trunnion block.

Signed at Philadelphia, Pennsylvania, this 17 day of October, 1908.

\VALTER S. ADAMS.

Vitnesses:

HENRY C. ESLING, HARRY F. MOKILLIP. 

